Electromotor controlling and operating system for electric railways and power plants.



' 4 J. SAHULKA.

` ELECTBOMOTOB GONTBG-LLING Y AND POWER PLANTS.

unlcl'rlolrnnn'wln 1. 1901.

AND oPBBgA'rING SYSTEM' ron ELECTRIC BAILWAYS Patented sept Y22, 190s;

JOHANN SHULKA, OF VIENNA, AUSTRIA-HUNGARY.-

ELECTBOMGTOR CONTBOLLING AND OPERATING SYSTEM FORELIECTRIC iam) :owen PLAn'rs.

No. 899,189.v

To allwhom 'it may concern: Be it known that I, JOHANNV SAPCLKA,

doctor of philosophy and professor, a sub.

ject of the Austro-Hungarian Monarchy, re-

siding at Vienna, .Austria-Hungary, XII, Zeno asse No. 17,'. have invented new and usefu lImprovements in Electromotor Controlling and Operating SystemsV for Electric i "nauwe-ys and Power Punts, of which the following is a specification'.

The present invention relates to an improved system of controlling and operating motors and yshafts for electric railways and power plants, in which the motor suppliedy 'the working current-and hereinafter referredv to as the principal motor-actuat/es,A `onthe-one hand t e driven shaft and on'the others dynamo which supplies-current to a second motor also actuating the driven shaft. The principal motor is formed in two parts both of which are movable, and the motor may be of any convenient continuous or alternating current type.

The present system is advantageous in that no princi al current resistances are needed to regu ate the number of revolutions of the driven shaft, and that a high de gree of efficiency is maintained at all speeds of the driven shaft, since the principal motor always runs at a high speed. Where the system is applied to the working.r of an elec tric railway, it is also possible to obtain a recovery of energy on down grades.

The drawing illustrates a convenient arrangement of motors and shafts by way of example in which the principal motor' M is a polyphase motor, ada-pted4 to be operated Q direct by means of high-tension current.V Y

The inner art B'- of the motor is fastened on the shaft the outer part C on'the concentric shaft The working current, is supplied to the part C by means of the slip rings T.. Other slip rings S ma be mounted on the shaft- J in order to enable starting resistances to be used in the well known man# ner during the starting of the motor M. These resistanceshowever need only be of moderate dimensions, because the motor M is started free from load. VThe device for this purpose is of known construction and is therefore not shown in the drawing. The

part B of the motor actuates the driven shari A either directly or as shown by means ,of

pinion gearing. The part C, actuates .direct or through pinions as shown a dynamo D .D and F is not completed.

shown in this exampleas a continuous cur-i rent, shunt-wound dynamo-- The dynamo D is adapted to supply current to va motor F which aetuates the shaft A either direct or.l through pinions as'shown in tho same manner as the'part B of the motor M. In' thel drawing the' rotor B andthe motor F are mounted on a common shaft', but it is tobe spacing-.ation of Laminaat. message sept. 22, 190s.' Y Application med Jun 1, 1907. Bofill No; 878,8 i

understood that B and F ma also if desired be mounted on different sha ts. Where the l' system is applied to the working of an electric railway, the rotor B and the motor F could-drive different axle shafts of the motor truck for instance..l

The motor F is re resented in the drawing as a series motor, ut a motor having its field magnet excited independently of the main current could be employed. No principal current resistances are provided in the circuit between the motors D and F; but the electromotive force of the dynamo D is capablo of being regulated between wide limits y means ofA a shunt rheostat E. In the arrangement shown in the 'drawing` the circuit between the motors D and i can be closed by means of the switch lever of the rheostat E. When the switch is in the end position 1 the whole ofthe resistance is in circuit, but the circuit between the machines Y ln operating the system the motor M is 'first started free from load. At thisstage the circuit between the motors D and F must be interrupted, and therefore the lever of the resistance vE is put over to the position 1, while the motor M is being started. As the starting of the driven shaft A requires a high moment of rotatiomand the dynamo D can be turned with ease when not suppl ing a current, the outer part C only of t e `motor revolves at' the starting stage until a.

certain maximum velocity is attained. When it is desired to start the shaft A'the circuit is completed between the motors D and- F, and the excitation of the dynamo D is gradually intensified. To effect this purpose the lever of the rheostat E is gradually turned from the end position 1 toward .the position 2, -whereby the motor F is supplied with cur-1 rent of gradually increasing strength, and 'actuates the shaft A. At the same time this shaft A is also actuatedby the principal ino-v tor M'since the dynamo l) in supplying current, fetal-ds the motion of C and consequently the rotor-B also exerts a moment rotation on shaft K and thence on the jshaft .A.f 'The 'more the excitation of the 'dynamo `Dyis intensified, the mcrewill the motorsli/l and F actuafe the shaft'A. Moreover, daring the starting of the una A a Ylarge part .of theenergy of mtionV which is stored up 1n the dynamo D and'i'n the part.

C of the motor, is transfoi med intol electrical energy and is-utilized for actuating theshaft through the motor F thus increasing the initial moment of rotation.

' 4j The regulationof-the velocity of the shaft A effected byalteringthe resistance E.

The morethisis reduced, the higher the p'eediof'the shaftfA. Since the resistance Ais traversed by the excitation current of i' the dynamo D it cair'be divided into a large "number of stages and therefore the starting vand speedl regula-tion of the shaft A can be effected ina very gentle manner- So lon as the shait A is actuated in the describe manner, the motor M exerts one half the vower directly on the shaft A, the; other alf of the ower being transmitted to the d amo D urnishi'ng current for the motor It'will be evident therefore that the motor M must be of suicient size to develop the whole power required for driving the shaft A whereas each of the motors D and F needs only to develop half as much power. This'system of opera-ting is favorable what- ,ever may be the velocit?7 of shaft A since the princi al motor M a ays runs at hi h speed, an therejs no loss occasioned .bylt e presence of main-current resistances. When, as indicated in the drawing the motor M is an induction motor, -it works with a small slip v--hatever the speed of the shaft A.

If it he desired to increase the velocity of the shaft A to a eater extent than is ossible by merely re ucing the resistance this can be effected by a braking device which is also shown in the drawing at G. Hl thou h the s stem can be used even without the rake.

en the shaft A has attained a certain speed by the gradual reduction of the resistance E, the circuit between the motors D and F can be broken, andthe art C of themotor can be gradually braked? by means of the brake G H,'the speed of the part B Nand the' j, A- -"shaft A- being thereby raised to a maximum. The transmission of motion to the shaft A is then effected through the principal motor M alone. The dynamo D 'ceases to run, and the motor F runs withthe motor M n'o yciu'.- rent being supplied. shown in the drawing the regulating resistance E is` so,.arranged that by turning the switch lever intok the4 end position 2, the circuit of the dynamo Djs roken, the lever should therefore be turned into the end position 2 and the brake applied simultaneously.v AWhere an. air brake is emf plaoyed, the turningnof the switch lever may utilized in any own manner tovoperate the valves for putting onthe brake.

Lbe of only half the possible By its application to electric railways', the

present linvention enables recovery of energy to be eiected on-down grades. In this event, the principal motor M must be either an inductionmotor or a continuous-current shunt motor. As soon as the part C of the motor is stopped bythe brake nd the speed of the shaft A has exceeded a certain limit, the motor M returns energy to the source of current sup In order to attain thatthe m0- tor shallp when the shaft A i's running at a lowers eed and beforet-he part C has been stoppe by the brake, all that is necessar f is to provide 'for separate excitation of the eld magnets of the motor F. Insuch case, at a given velocity of the shaft A, the motor F, acting as a -`generator, supplies current to the dynamo D which acting as a motor causes the principal motor M to run in super-s nchron'ous step, whereby energy is returne to the source of current. When the working current is continuous current, all the motors M, D and F must be shunt wound machines, in order to secure a recovery of electrical energ The single motors M, D and F may also if?, desired be replaced by groups ofsimilar motors without invention. f

The .described system of operating possesses advantages over known systems, such for instance as the Ward Leonard system, in many respects.- The motors D-and F need ing the shaft A a large art of the energy of motion of the motors and C is utilized in actuatin theV shaft, direct driving yis also y means of the' principal -motor only, without the transformer plant, thus effecting a considerable saving of en- 'return energy to the main circuit` v ower as the principal ,motor M, instead of t e same power; startil i ergy. Finally, when the system is applied to electric railways, a recove of energy as has been stated becomes possib e on down grades.

1. An' electro motcr controlling and operating system' for electric railways and power plants, comprising in combination a two part motor actuated Afrom a main electric current supply source,y'a driven shaft adapted to be actuated by one part of said motor, a dy' nemo driven by the other part of said motor, a second ,motor connected with the driven shaft, and means whereby the current gener ated yby the dynamo is adapted to actuate said motor to actuate the driven shaft inde-A,

pendently of the first named motor.

tric current supply source, a driven shaftV 2. A n electro motor controlling and operadapted to he actuated by one part ofj'said motor, a dynamo drivenby the other said motor, a second motor, connections be'- 13 tween the second motor and the dynamo whereby the current generated by the latter can actuatc the second motor, and connectric current sup ly source, a separate shaft for each part o said motor, a main driven shaft adapted to be actuated by 'one part of said motor, a dynamo driven bythe other part of said motor, a second motor connected with the driven shaft, and means whereby 4the current generated by thel dynamo is adapted to actuat'e said motor to actuate the driven shaft independently of the first named motor.

4. An electro-motor controlling and operating system for electro railways 'and power plants comprising t in combination a two part riiicipal motor actuated from a main electric current supply source, a separate shaft for each part. of. said motor, a main driven shaft adapted to be actuated by one part of'said motor, a dynamo driven by the second part ofthe principal motor asecond motor on the saine shaft. as that part of the principal motor actuated by the dynamo, and means whereby the current of the dynamo is ada ted to actuate the said motor to actuate the t riven shaft independently of the first named motor.

5. An electro motor controlling and operating system for electric railways and power plants comprising in combination a two part principal motor actuated from a main electric current sup ly source, a separate shaft for each part o said motor, a main driven shaft adapted to be actuated by one part of said mot-or, a dynamo driven by the second part of the principal motor gearing between said dynamo and said second part of the prin,- cipal motor, a second motor connection between the latter and the dynamo for actuating said second motor, and means whereby the latter is adapted also to actuate the main driven shaft. I

6. An electro motor controlling and operating system for. electric railways and power plants comprising in combination a two part principal motor actuated from a main electric current supply source, a separate shaft for each part of said mot-or, a main driven shaft adapted to be actuated by one part of said motor, a. dynamo driven by th'e second part of the principal motor, a secondl motor, connections between the latter and the dynar'no for actuating said second motor and e'aring between the second motor and the rivenshaft whereby the second motor is adapted also to actuate said driven shaft.

A7. An electro motor controlling and operating system for electric Arailways and-power plants comprising in combination a two part motor actuated from a main electric current supply source, a driven shaft adapted to Le actuated by'one part of said motor a dynamo driven by the other part of said motor, means whereby the current generated by said dyiinio is adapted also to actuate said driven shaft independently of the first named part of said inotor,and means whereby the dy- -namo is rendered inoperative after the main driven shaft is started.

ating system for electric railways and power plants comprising in combination a. two part motor actuated from a main electric current supply source, a driven shaft adapted t0 be actuated by one part ofsaid motor, a dynamo driven by the other part of said motor, means whereby the current generated by said dynamo is adapted also to actuate said driven shaft independently of the first named partof said motor, and a brake adapted to retard and render inoperative the said dynamo after the main shaft is started.

9. An electro motor cntro'iling and operating system for electric railways and power plant-s, comprising in combination a two part motor actuated from a main electric current supply source, a driven shaft adapted to be actuated by one part of said motor, a dynamo driven by the other part of said mot'or, a second motor connected with the driven shaft, and means whereby the current generated by the dynamo is ada ted to actuate said motor to actuate the driven shaft inderake adapted' to retard and render inoperative said dynamo after the main shaftis started. l

10. An electro motor controlling and operating system for electric railways and power plants, comprising in combination a two part motor actu-ated from a main electric current supply source, a driven shaft adapted to be actuated by one part of said motor, a dynamo driven by the other art of said motor, 'a second motor connected with the driven shaft, and means whereby the current generated by the dynamo isadapted to actuate said motor to actuate the driven shaft independently of the first named motor, and means for regulating the power of said dynamo, and means adapted to retard. and render inoperative said dynamo and said second motor after the main shaft is started.

In testimony whereof I have signedmy naine to this specification in the presence o f two subscribing witnesses.

Witnesses Or'ro ENGLISCH,

' Roar. W. HEiNGAn'rNi-:m

8. An electro motor controlling and operpendently of thc first named motor, and a JOHANN saHULirisA y, 

